Body compensation control method and electronic device

Abstract

The application provides a vehicle body compensation control method and an electronic device. The method comprises: acquiring a trim center height, an axle distance mass center distance, a vehicle mass center height and a current longitudinal force of a vehicle; determining a current feedforward vertical force of the vehicle according to the trim center height, the axle distance mass center distance, the vehicle mass center height and the current longitudinal force; determining a feedforward damping adjustment amount according to the feedforward vertical force and a preset pitch angle threshold; and adjusting the damping of a suspension damper of the vehicle based on the feedforward damping adjustment amount. The method realizes active and advanced suppression and accurate compensation of an unexpected pitch attitude of the vehicle, and realizes a rapid response to transient disturbances.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more specifically, to a vehicle body compensation control method and electronic device. Background Technology

[0002] With the development of intelligent electric vehicles, the integration and intelligence of vehicle power systems are constantly improving. Multi-wheel drive systems are widely used in high-end electric vehicles due to their excellent power distribution capabilities and handling stability. However, in actual operation, the drive system may experience a sudden loss of drive force on one or more axles due to motor failure, controller malfunction, or communication interruption, which can lead to a sudden change in vehicle torque distribution and cause unexpected changes in vehicle body posture.

[0003] Current technologies mostly employ closed-loop feedback control, which involves using sensors to collect real-time pitch angle and angular velocity signals. When the pitch angle exceeds a set threshold, the control system activates the suspension adjustment mechanism for compensation. This method relies on the actual occurrence of attitude deviations, is a reactive correction, and exhibits significant control delay. Summary of the Invention

[0004] The purpose of this application is to address the shortcomings of the prior art by providing a vehicle body compensation control method and electronic device, which achieves active advance suppression and precise compensation for unexpected vehicle pitch attitude, and enables rapid response to transient disturbances.

[0005] To achieve the above objectives, the technical solutions adopted in the embodiments of this application are as follows: In a first aspect, embodiments of this application provide a vehicle body compensation control method, the method comprising: Obtain the vehicle's pitch center height, wheelbase-to-center distance, vehicle center of gravity height, and current longitudinal force. The current feedforward vertical force of the vehicle is determined based on the pitch center height, the wheelbase-to-center distance, the vehicle center-to-center height, and the current longitudinal force. The feedforward damping adjustment amount is determined based on the feedforward vertical force and the preset pitch angle threshold. The damping of the vehicle's suspension damper is adjusted based on the feedforward damping adjustment amount.

[0006] Optionally, the pitch center height includes: the front axle pitch center height and the rear axle pitch center height; The wheelbase centroid distance includes: the front wheelbase centroid distance and the rear wheelbase centroid distance; The current longitudinal force includes: the rear axle longitudinal force generated by the rear axle drive and the front axle longitudinal force generated by the front axle drive.

[0007] Optionally, determining the current feedforward vertical force of the vehicle based on the pitch center height, the wheelbase-to-center distance, the vehicle center-to-center height, and the current longitudinal force includes: The unexpected pitch moment is determined based on the front axle pitch center height, the rear axle pitch center height, the vehicle center of gravity height, the rear axle longitudinal force, and the front axle longitudinal force. The feedforward vertical force is determined based on the unexpected pitch moment, the distance between the front axle and the center of gravity, and the distance between the rear axle and the center of gravity. The feedforward vertical force includes the front axle vertical force and the rear axle vertical force.

[0008] Optionally, the process of determining the pitch center height of the vehicle includes: The motion trajectories of the front axle wheel center and the rear axle wheel center of the vehicle are obtained, and these trajectories are measured through suspension bench tests. Based on the circle equation, the motion trajectories of the front axle wheel center and the rear axle wheel center are fitted to obtain the front axle circle center parameters and the rear axle circle center parameters. Multiply the front axle center parameter by a preset value to obtain the front axle tilt center height in the tilt center height. Multiply the rear axle center parameter by the preset value to obtain the rear axle pitch center height in the pitch center height.

[0009] Optionally, determining the unexpected pitch moment based on the front axle roll center height, the rear axle roll center height, the vehicle center of gravity height, the rear axle longitudinal force, and the front axle longitudinal force includes: The difference between the vehicle's center of gravity height and the front axle roll center height is taken as the current effective lever arm of the front axle; The difference between the vehicle's center of gravity height and the rear axle tilt center height is taken as the current effective lever arm of the rear axle; The unexpected pitch moment is determined based on the current front axle effective lever arm, the current rear axle effective lever arm, the rear axle longitudinal force, and the front axle longitudinal force.

[0010] Optionally, determining the unexpected pitch moment based on the current front axle effective lever arm, the current rear axle effective lever arm, the rear axle longitudinal force, and the front axle longitudinal force includes: The product of the current effective lever arm of the front axle and the longitudinal force of the front axle is used as the first parameter; The product of the current effective lever arm of the rear axle and the longitudinal force of the rear axle is used as the second parameter; The sum of the first parameter and the second parameter is taken as the unexpected pitching moment.

[0011] Optionally, determining the feedforward vertical force based on the unexpected pitch moment, the distance between the front axle and the center of gravity, and the distance between the rear axle and the center of gravity includes: The sum of the distance between the center of gravity of the front axle and the distance between the center of gravity of the rear axle is used as the third parameter; Divide the unexpected pitch moment by the third parameter to obtain the front axle vertical force in the feedforward vertical force; By reversing the front axle vertical force, the rear axle vertical force in the feedforward vertical force is obtained.

[0012] Optionally, determining the feedforward damping adjustment amount based on the feedforward vertical force and a preset pitch angle threshold includes: Divide the front axle vertical force in the feedforward vertical force by the preset pitch angle threshold to obtain the fourth parameter; The product of the fourth parameter and the preset adjustment coefficient is used as the front axle damping adjustment amount in the feedforward damping adjustment amount; Invert the front axle damping adjustment amount to obtain the rear axle damping adjustment amount in the feedforward damping adjustment amount.

[0013] Optionally, adjusting the damping of the vehicle's suspension damper based on the feedforward damping adjustment amount includes: The sum of the feedforward damping adjustment and the reference damping adjustment is taken as the target damping control value, and the damping of the vehicle's suspension damper is adjusted based on the target damping control value.

[0014] Secondly, embodiments of this application also provide a vehicle body compensation control device, the device comprising: The acquisition module is used to acquire the vehicle's pitch center height, wheelbase-to-center distance, vehicle center of gravity height, and the vehicle's current longitudinal force. The determination module is used to determine the current feedforward vertical force of the vehicle based on the pitch center height, the wheelbase center of gravity distance, the vehicle center of gravity height, and the current longitudinal force; The determination module is used to determine the feedforward damping adjustment amount based on the feedforward vertical force and the preset pitch angle threshold. An adjustment module is used to adjust the damping of the vehicle's suspension damper based on the feedforward damping adjustment amount.

[0015] Optionally, the pitch center height includes: the front axle pitch center height and the rear axle pitch center height; The wheelbase centroid distance includes: the front wheelbase centroid distance and the rear wheelbase centroid distance; The current longitudinal force includes: the rear axle longitudinal force generated by the rear axle drive and the front axle longitudinal force generated by the front axle drive.

[0016] Optionally, the determining module is specifically used for: The unexpected pitch moment is determined based on the front axle pitch center height, the rear axle pitch center height, the vehicle center of gravity height, the rear axle longitudinal force, and the front axle longitudinal force. The feedforward vertical force is determined based on the unexpected pitch moment, the distance between the front axle and the center of gravity, and the distance between the rear axle and the center of gravity. The feedforward vertical force includes the front axle vertical force and the rear axle vertical force.

[0017] Optionally, the determining module is specifically used for: The motion trajectories of the front axle wheel center and the rear axle wheel center of the vehicle are obtained, and these trajectories are measured through suspension bench tests. Based on the circle equation, the motion trajectories of the front axle wheel center and the rear axle wheel center are fitted to obtain the front axle circle center parameters and the rear axle circle center parameters. Multiply the front axle center parameter by a preset value to obtain the front axle tilt center height in the tilt center height. Multiply the rear axle center parameter by the preset value to obtain the rear axle pitch center height in the pitch center height.

[0018] Optionally, the determining module is specifically used for: The difference between the vehicle's center of gravity height and the front axle roll center height is taken as the current effective lever arm of the front axle; The difference between the vehicle's center of gravity height and the rear axle tilt center height is taken as the current effective lever arm of the rear axle; The unexpected pitch moment is determined based on the current front axle effective lever arm, the current rear axle effective lever arm, the rear axle longitudinal force, and the front axle longitudinal force.

[0019] Optionally, the determining module is specifically used for: The product of the current effective lever arm of the front axle and the longitudinal force of the front axle is used as the first parameter; The product of the current effective lever arm of the rear axle and the longitudinal force of the rear axle is used as the second parameter; The sum of the first parameter and the second parameter is taken as the unexpected pitching moment.

[0020] Optionally, the determining module is specifically used for: The sum of the distance between the center of gravity of the front axle and the distance between the center of gravity of the rear axle is used as the third parameter; Divide the unexpected pitch moment by the third parameter to obtain the front axle vertical force in the feedforward vertical force; By reversing the front axle vertical force, the rear axle vertical force in the feedforward vertical force is obtained.

[0021] Optionally, the determining module is specifically used for: Divide the front axle vertical force in the feedforward vertical force by the preset pitch angle threshold to obtain the fourth parameter; The product of the fourth parameter and the preset adjustment coefficient is used as the front axle damping adjustment amount in the feedforward damping adjustment amount; Invert the front axle damping adjustment amount to obtain the rear axle damping adjustment amount in the feedforward damping adjustment amount.

[0022] Optionally, the adjustment module is specifically used for: The sum of the feedforward damping adjustment and the reference damping adjustment is taken as the target damping control value, and the damping of the vehicle's suspension damper is adjusted based on the target damping control value.

[0023] Thirdly, embodiments of this application also provide an electronic device, including: a processor, a memory, and a bus. The memory stores program instructions executable by the processor. When the application runs, the processor communicates with the memory via the bus, and the processor executes the program instructions to perform the steps of the vehicle body compensation control method described in the first aspect.

[0024] Fourthly, embodiments of this application also provide a computer-readable storage medium storing a computer program, which is read and executes the steps of the vehicle body compensation control method described in the first aspect.

[0025] The beneficial effects of this application are: This application provides a vehicle body compensation control method and electronic device. First, it determines the vehicle's current feedforward vertical force based on the pitch center height, wheelbase-to-center distance, vehicle center-of-gravity height, and current longitudinal force. Then, it determines the feedforward damping adjustment amount based on the feedforward vertical force and a preset pitch angle threshold. Finally, it adjusts the damping of the vehicle's suspension dampers based on the feedforward damping adjustment amount. By monitoring sudden changes in drive system torque and combining the vehicle's structural geometry parameters, the feedforward vertical force required to counteract the disturbance torque is calculated in advance. The feedforward damping adjustment amount calculated based on the feedforward vertical force is also advanced, thus enabling the adjustment and control of the vehicle's suspension dampers to begin in advance. This allows the suspension system to begin adjusting at the initial stage of attitude disturbances. Compared to traditional passive closed-loop feedback control, this achieves proactive and precise suppression and compensation for unexpected vehicle pitch attitudes. Furthermore, by adjusting the damping, a rapid response to transient disturbances is achieved. In extreme conditions such as drive system failure, it quickly suppresses severe vehicle pitch motion, helping to maintain tire contact and vehicle directional stability, greatly improving safety. Attached Figure Description

[0026] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 A schematic flowchart of a vehicle body compensation control method provided in an embodiment of this application; Figure 2 A schematic flowchart illustrating the second vehicle body compensation control method provided in this application embodiment; Figure 3 A flowchart illustrating the third vehicle body compensation control method provided in this application embodiment; Figure 4 A flowchart illustrating the fourth vehicle body compensation control method provided in this application embodiment; Figure 5 A schematic diagram of an apparatus for a vehicle body compensation control method provided in an embodiment of this application; Figure 6 This is a structural block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. It should be understood that the accompanying drawings in this application are for illustrative and descriptive purposes only and are not intended to limit the scope of protection of this application. Furthermore, it should be understood that the schematic drawings are not drawn to scale. The flowcharts used in this application illustrate operations implemented according to some embodiments of this application. It should be understood that the operations in the flowcharts may not be implemented in sequence, and steps without logical contextual relationships may be reversed or implemented simultaneously. In addition, those skilled in the art, guided by the content of this application, may add one or more other operations to the flowcharts, or remove one or more operations from the flowcharts.

[0029] Furthermore, the described embodiments are merely some, not all, of the embodiments of this application. The components of the embodiments of this application described and illustrated herein can typically be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0030] It should be noted that the term "comprising" will be used in the embodiments of this application to indicate the presence of the features declared thereafter, but does not exclude the addition of other features.

[0031] Optionally, the vehicle body compensation control method provided in this application embodiment can be applied to the vehicle control unit (VCU) of a vehicle, or it can be applied to the cloud. If the executing entity of the vehicle body compensation control method is the vehicle control unit, the vehicle control unit uses the vehicle body compensation control method provided in this application embodiment to determine the feedforward damping adjustment amount, and adjusts the damping of the vehicle's suspension damper based on the feedforward damping adjustment amount. If the executing entity is the cloud, and the cloud is communicatively connected to the vehicle control unit, the cloud uses the vehicle body compensation control method provided in this application embodiment to determine the damping of the suspension damper, and then sends the damping to the vehicle control unit, which adjusts the vehicle's suspension damper based on the damping.

[0032] Figure 1 This is a flowchart illustrating a vehicle body compensation control method provided in an embodiment of this application. The execution subject of this method is as described above: electronic equipment. Figure 1 As shown, the method includes: S101. Obtain the vehicle's pitch center height, wheelbase-to-center distance, vehicle center of gravity height, and the vehicle's current longitudinal force.

[0033] The pitch center height characterizes the geometric features of the vehicle suspension, reflecting the instantaneous position of the center of rotation of each wheel's trajectory in the vertical direction when the vehicle rotates around its lateral axis. The wheelbase-to-center-of-gravity distance characterizes the vehicle's mass distribution; it refers to the projected distance of the vehicle's center of gravity in the longitudinal plane to the front and rear axles, respectively. The vehicle's center-of-gravity height characterizes the vehicle's inertial reference; it is the height of the vehicle's center of gravity in the vertical direction relative to the reference plane when the vehicle is static or dynamic. The current longitudinal force refers to the longitudinal force under the current driving condition; it is the resultant force component acting on the front and / or rear axles along the vehicle's direction of travel at the current moment, and this current longitudinal force is the primary source of disturbance causing unexpected pitch moments.

[0034] Optionally, the vehicle's pitch center height, wheelbase-to-center distance, and vehicle center-of-gravity height can be obtained from a pre-calibrated vehicle model or from a vehicle dynamics estimation model. The current longitudinal force is obtained in real time based on the vehicle's operating conditions.

[0035] S102. Determine the current feedforward vertical force of the vehicle based on the pitch center height, wheelbase-to-center distance, vehicle center of gravity height, and current longitudinal force.

[0036] The feedforward vertical force is the force applied to the suspension system to balance the disturbance pitch moment caused by the sudden change in the current longitudinal force, i.e., the unexpected pitch moment, so that the vehicle's desired pitch angle acceleration is zero.

[0037] Optionally, the calculation of the feedforward vertical force comprehensively considers the vehicle's geometric characteristics, mass distribution, and current longitudinal force, ensuring the rationality and effectiveness of the calculation results. Specifically, the vehicle can be treated as a rigid body system, and the moment effect generated by the current longitudinal force at the pitch center height can be combined with the lever arm relationship formed by the center of mass position and wheelbase distribution to obtain a set of vertical compensation forces acting on the front and rear axles, i.e., feedforward vertical forces. This allows the reverse pitch moment generated by the vertical compensation force to preemptively offset the unexpected pitch moment caused by the sudden change in the current longitudinal force.

[0038] S103. Determine the feedforward damping adjustment amount based on the feedforward vertical force and the preset pitch angle threshold.

[0039] Because suspension stiffness adjustment is slow while damping response is rapid, after calculating the feedforward vertical force in step S102, this feedforward vertical force is further converted into a control command for the suspension damper, i.e., the feedforward damping adjustment amount, establishing a mapping relationship between force and executable damping. Specifically, the feedforward vertical force can be used as a dynamic excitation source reflecting the intensity of the vehicle's pitch tendency, and a preset pitch angle threshold can be used as an attitude tolerance benchmark characterizing the critical stability boundary of the vehicle's pitch motion. Thus, the feedforward damping adjustment amount is generated based on the feedforward vertical force and the preset pitch angle threshold. This establishes a mapping relationship between suppressing unintended pitch torque and adjusting damping, i.e., establishing a mapping relationship between the macroscopic vehicle attitude control target and the microscopic suspension component actions, enabling the control strategy to be executed.

[0040] S104. Adjust the damping of the vehicle's suspension damper based on the feedforward damping adjustment amount.

[0041] Specifically, control signals can be sent to the vehicle's suspension dampers based on the generated feedforward damping adjustment, dynamically adjusting the damping of the suspension dampers. By adjusting the damping of the suspension dampers, the pitch energy of the vehicle body can be suppressed. By actively increasing or decreasing the damping of the suspension dampers, a reverse vertical force can be generated in advance before the vehicle actually produces significant pitch movement, thereby effectively counteracting the disturbance torque caused by drive system failure. This active adjustment process is rapid, quickly absorbing or suppressing the pitch momentum of the vehicle body in the early stages of a transient, significantly improving the vehicle's driving stability and ride comfort under fault conditions.

[0042] In this embodiment, the current feedforward vertical force of the vehicle is first determined based on the pitch center height, wheelbase-to-center distance, vehicle center-of-gravity height, and current longitudinal force. Then, the feedforward damping adjustment is determined based on the feedforward vertical force and a preset pitch angle threshold. Finally, the damping of the vehicle's suspension dampers is adjusted based on the feedforward damping adjustment. By monitoring sudden changes in drive system torque and combining the vehicle's structural geometry parameters, the feedforward vertical force required to counteract the disturbance torque is calculated in advance. The feedforward damping adjustment calculated based on this feedforward vertical force is also advanced, allowing for earlier adjustment and control of the vehicle's suspension dampers. This enables the suspension system to begin adjusting at the initial stage of attitude disturbances. Compared to traditional passive closed-loop feedback control, this achieves proactive and precise suppression and compensation for unexpected vehicle pitch attitudes. Furthermore, by adjusting the damping, a rapid response to transient disturbances is achieved. In extreme conditions such as drive system failure, it quickly suppresses severe vehicle pitch motion, helping to maintain tire contact and vehicle directional stability, greatly improving safety.

[0043] Optionally, the aforementioned roll center height may include: the front axle roll center height and the rear axle roll center height, wherein the front axle roll center height can be, for example, used as... To represent the rear axle roll center height, for example, it can be expressed using... To express.

[0044] The aforementioned wheelbase center-of-gravity distance includes: the front wheelbase center-of-gravity distance and the rear wheelbase center-of-gravity distance; wherein, the front wheelbase center-of-gravity distance can be used... The distance between the rear axle center of gravity and the center of gravity can be expressed as follows: To express.

[0045] The aforementioned current longitudinal force includes: the rear axle longitudinal force generated by the rear axle drive and the front axle longitudinal force generated by the front axle drive. The rear axle longitudinal force can be... To represent, the longitudinal force on the front axle can be used This can be represented as follows: When the front axle fails (i.e., the front axle loses driving force) and the vehicle switches to rear-axle drive, the longitudinal force on the front axle is 0, and only the rear axle has longitudinal force. When the rear axle fails (i.e., the rear axle loses driving force) and the vehicle switches to front-axle drive, the longitudinal force on the rear axle is 0, and only the front axle has longitudinal force.

[0046] Figure 2 A flowchart illustrating the second vehicle body compensation control method provided in this application embodiment is shown below. Figure 2 As shown, determining the current feedforward vertical force of the vehicle in S102 based on the pitch center height, wheelbase-to-center distance, vehicle center-of-gravity height, and current longitudinal force may include: S201. Determine the unexpected pitching moment based on the front axle pitch center height, rear axle pitch center height, vehicle center of gravity height, rear axle longitudinal force, and front axle longitudinal force.

[0047] During vehicle operation, especially in multi-wheel drive systems where a drive axle malfunctions or experiences a sudden change in driving force, the longitudinal force distribution of the vehicle undergoes significant changes, leading to unexpected vehicle attitude disturbances, particularly changes in the rotational torque around the pitch axis (i.e., the rotational torque around the y-axis). Therefore, by monitoring sudden changes in the drive system torque and combining this with the vehicle's structural geometry, the impending unexpected pitch moment can be calculated in advance. This involves estimating the unexpected pitch moment caused by drive system anomalies based on the vehicle's structural geometry and the current longitudinal force. The current longitudinal force primarily refers to the longitudinal force acting on the front axle and / or the rear axle, and its sources can include drive torque, braking torque, etc. By using the difference between the center of gravity height and the pitch center height of each axle as the effective lever arm, combined with the magnitude of the longitudinal force on the corresponding axle, the unexpected pitch moment experienced by the entire vehicle can be calculated. This achieves a proactive prediction approach.

[0048] S202. Determine the feedforward vertical force based on the unexpected pitching moment, the distance between the front axle and the center of mass, and the distance between the rear axle and the center of mass.

[0049] The feedforward vertical force can include both the front axle vertical force and the rear axle vertical force.

[0050] Optionally, after determining the unexpected pitch moment, the feedforward vertical force required to achieve moment balance can be determined through static equilibrium relationships based on the relationship between the unexpected pitch moment and the distance between the center of gravity of the vehicle's front and rear axles. The feedforward vertical force represents the vertical force actively applied to the suspension system to counteract the unexpected pitch moment and maintain vehicle pitch stability, including the front axle vertical force required for the front axle suspension and the rear axle vertical force required for the rear axle suspension. The determined front and rear axle vertical forces ensure that moment balance around the y-axis is maintained even under longitudinal force disturbances, achieving zero pitch control.

[0051] In this embodiment, by introducing the pitch center height, center of gravity height, and real-time longitudinal force parameters, the unexpected pitch moment is determined first, enabling the pre-quantitative identification of the pitch disturbance moment caused by sudden torque changes. This allows for the prediction of the impending pitch trend before attitude changes occur, providing a precise theoretical basis for proactive control. Then, based on the known unexpected pitch moment and the wheelbase-center of gravity distance, the feedforward vertical force is determined through static equilibrium relationships. This allows for the output of compensation force before the vehicle body generates a significant pitch angle, avoiding the response delay of traditional closed-loop control where deviation occurs before correction. This effectively avoids overshooting and oscillation problems caused by control delays. Control actions can be initiated at the initial stage of disturbance occurrence, significantly improving the system's response speed and control accuracy, and effectively improving vehicle stability and ride comfort under abnormal driving conditions.

[0052] Figure 3 A flowchart illustrating the third vehicle body compensation control method provided in this application embodiment is shown below. Figure 3 As shown, the process of determining the pitch center height of the aforementioned vehicle may include: S301. Obtain the motion trajectory of the front axle wheel center and the motion trajectory of the rear axle wheel center of the vehicle.

[0053] The motion trajectories of the front and rear axle wheel centers were obtained through suspension bench tests. For example, the parallel wheel jump test method was used to apply vertical displacement to the front and rear wheels simultaneously, thereby measuring the motion trajectory of the wheel centers in the longitudinal-vertical plane, thus obtaining the motion trajectories of the front and rear axle wheel centers.

[0054] S302. Based on the circle equation, fit the motion trajectory of the front axle wheel center and the motion trajectory of the rear axle wheel center respectively to obtain the circle center parameters of the front axle and the rear axle.

[0055] The equation of the circle is: (X, Z) represents the wheel center motion data obtained through suspension bench testing, where X is the longitudinal displacement of the wheel center in the vehicle, Z is the vertical runout displacement of the wheel center, A determines the longitudinal position of the center, B determines the vertical position of the center, and C is a constant. Substituting multiple wheel center motion data from the front axle wheel center trajectory into the circle equation and solving using the least squares method yields three parameter values: Af, Bf, and Cf. The front axle center parameter refers to Bf. Similarly, substituting multiple wheel center motion data from the rear axle wheel center trajectory into the circle equation and solving using the least squares method yields three parameter values: Ar, Br, and Cr. The rear axle center parameter refers to Br.

[0056] S303. Multiply the front axle center parameter by a preset value to obtain the front axle roll center height, and multiply the rear axle center parameter by a preset value to obtain the rear axle roll center height.

[0057] The preset value is Therefore, the front axle roll center height for Rear axle roll center height for .

[0058] In this embodiment, the center of curvature of the arc is fitted using the global trajectory of the entire wheel bounce travel. This center of curvature reflects the average rotation center of the suspension within that travel range, rather than the intersection of the instantaneous velocity vertical lines at a specific moment. Therefore, even if there are local concavities or zero velocity points in the wheel bounce trajectory, the fitted center coordinates remain stable and continuous, fundamentally avoiding abrupt changes in the pitch center height caused by kinematic singularities and ensuring the engineering usability of the calibration results. Furthermore, the pitch center height is not a preset value but drifts with the nonlinear changes in the wheel bounce travel, allowing the subsequent effective lever arm to be dynamically corrected based on the real-time wheel bounce travel.

[0059] Figure 4 A flowchart illustrating the fourth vehicle body compensation control method provided in this application embodiment is shown below. Figure 4 As shown, determining the unexpected pitching moment in S201 based on the front axle roll center height, rear axle roll center height, vehicle center of gravity height, rear axle longitudinal force, and front axle longitudinal force may include: S401. The difference between the vehicle's center of gravity height and the front axle tilt center height is taken as the current effective lever arm of the front axle, and the difference between the vehicle's center of gravity height and the rear axle longitudinal center height is taken as the current effective lever arm of the rear axle.

[0060] The effective lever arm refers to the vertical height difference between the projection point of the vehicle's center of gravity and the equivalent fulcrum for longitudinal force transmission formed by the suspension system during movement. This equivalent fulcrum is the roll center.

[0061] The suspension roll center characterizes the instantaneous center of rotation of the wheel in the longitudinal-vertical plane. When a longitudinal force acts on the wheel, this force is not directly transmitted horizontally through the wheel center to the sprung mass, but rather, constrained by the suspension guiding mechanism, it is transmitted to the vehicle body with the roll center as the fulcrum. Therefore, the actual lever arm of the longitudinal force's pitching effect on the sprung mass is the vertical distance of the center of mass relative to the roll center. By precisely obtaining the effective lever arm by subtracting the height of the center of mass from the height of the roll center, the physical mapping relationship between the longitudinal force and the pitching moment is established on the basis of suspension geometry.

[0062] Among them, the current effective lever arm of the front axle is ,in, This is the height of the front axle tilt center. For the height of the vehicle's center of gravity, The current effective lever arm of the front axle is; the current effective lever arm of the rear axle is... , This is the height of the rear axle tilt center. For the height of the vehicle's center of gravity, This is the effective lever arm of the current rear axle.

[0063] Optionally, when the vehicle's center of gravity height is greater than the pitch center height, the effective lever arm is positive, and the driving force acting on that axle generates a moment that causes the vehicle to pitch up or down. When the vehicle's center of gravity height is less than the pitch center height, the effective lever arm is negative. In this case, the pitching moment generated by the longitudinal force is in the opposite direction to that under normal operating conditions, meaning that the driving force instead generates a moment that inhibits the pitching up of the vehicle.

[0064] S402. Determine the unexpected pitching moment based on the current effective lever arm of the front axle, the current effective lever arm of the rear axle, the longitudinal force of the rear axle, and the longitudinal force of the front axle.

[0065] When a vehicle is traveling at a stable, constant speed, the longitudinal forces on the front and rear axles are evenly distributed, and the pitch moments generated by them cancel each other out or maintain a dynamic balance. The unexpected pitch moment of the entire vehicle tends to be zero or within the preset allowable range. However, when the vehicle experiences a redistribution of drive torque, failure of a single axle drive, or when the driver performs a sudden acceleration / braking operation, the magnitude or direction of the longitudinal forces on the front and rear axles changes abruptly, breaking the original pitch moment balance and generating an unexpected pitch moment.

[0066] Based on the current effective lever arms of the front and rear axles, and further considering the actual longitudinal forces acting on the front and rear axles, the pitch moment generated by the coupling effect of the lever arms and longitudinal forces is calculated by establishing the vehicle's dynamic equilibrium equations around the pitch axis. This pitch moment reflects the trend of vehicle attitude disturbance caused by abrupt changes in drive force distribution and is a key input for subsequent active suspension compensation control.

[0067] In this embodiment, the effective lever arm, determined based on the pitch center and the vehicle's center of gravity height, accurately reflects the actual lever effect of the longitudinal forces on the vehicle's pitch motion under the current vehicle load and suspension geometry. This effective lever arm is used as a core parameter to accurately calculate the unexpected pitch moment caused by sudden changes in driving or braking forces, providing a crucial theoretical foundation for achieving proactive vehicle attitude compensation control.

[0068] Optionally, determining the unexpected pitch moment in S402 based on the current front axle effective lever arm, the current rear axle effective lever arm, the rear axle longitudinal force, and the front axle longitudinal force may include: Optionally, the product of the current effective lever arm of the front axle and the longitudinal force of the front axle is used as the first parameter, i.e., the first parameter = The product of the current effective lever arm of the rear axle and the longitudinal force of the rear axle is used as the second parameter, i.e., the second parameter = Then, the sum of the first and second parameters is taken as the unexpected pitch moment. ,in, This is an unexpected pitching moment.

[0069] Optionally, if the front axle fails and the vehicle switches to rear axle drive, the resulting unexpected pitching moment is: When the rear axle fails and the vehicle switches to front axle drive, the unexpected pitching moment occurs. .

[0070] Optionally, determining the feedforward vertical force in S202 based on the unexpected pitch moment, the distance between the front axle and the center of gravity, and the distance between the rear axle and the center of gravity may include: Using the sum of the distance between the front axle and the center of gravity of the rear axle as the third parameter, then the third parameter = Dividing the unexpected pitch moment by the third parameter yields the front axle vertical force within the feedforward vertical force. The front axle vertical force is then... ,in, The front axle vertical force is [value]. Reversing this front axle vertical force yields the rear axle vertical force within the feedforward vertical force. Therefore, the rear axle vertical force is [value]. ,in, This is the vertical force on the rear axle.

[0071] Optionally, determining the feedforward damping adjustment amount in S103 based on the feedforward vertical force and a preset pitch angle threshold may include: Optionally, the front axle vertical force in the feedforward vertical force is divided by a preset pitch angle threshold to obtain a fourth parameter, which is = Where is the preset pitch angle threshold. Then, the product of the fourth parameter and the preset adjustment coefficient is used as the front axle damping adjustment amount in the feedforward damping adjustment amount. Therefore, the front axle damping adjustment amount... ,in, The preset adjustment coefficient is used. Inverting the front axle damping adjustment value yields the rear axle damping adjustment value within the feedforward damping adjustment value; therefore, the rear axle damping adjustment value is... .

[0072] Optionally, adjusting the vehicle's suspension damper damping based on the feedforward damping adjustment amount in S104 above may include: Specifically, the sum of the feedforward damping adjustment and the reference damping adjustment is used as the target damping control value, and the damping of the vehicle's suspension dampers is adjusted based on this target damping control value. The target damping control value for the front axle is... Target damping control quantity for the rear axle ,in, This is the target damping control value for the front axle. For reference damping adjustment, This is a traditional closed-loop control system based on the trend of vehicle body posture changes. This is the target damping control value for the front axle.

[0073] Optionally, during the transient phase, the feedforward vertical force is borne by the damping force. The transient phase indicates the initial stage where uneven torque distribution occurs between the front and rear axles. During the steady-state transition phase, the stiffness force is gradually increased and the damping force is gradually decreased based on the feedforward vertical force. When the vehicle pitch motion converges, the damping force approaches zero, and the feedforward vertical force is maintained by the stiffness force.

[0074] Optionally, when vehicle control instability occurs and body compensation is insufficient to maintain vehicle stability, the braking system needs to be activated in an emergency to ensure vehicle safety. The emergency braking strategy is as follows: to minimize interference with other systems, single-wheel braking on one side is prioritized; emergency braking control is disengaged when the vehicle's yaw rate or sideslip angle is less than a preset angle threshold; and emergency braking activation must be smooth to avoid secondary instability.

[0075] Figure 5 A schematic diagram of an apparatus for a vehicle body compensation control method provided in an embodiment of this application is shown below. Figure 5 As shown, the device includes: The acquisition module 501 is used to acquire the vehicle's pitch center height, wheelbase-to-center distance, vehicle center of gravity height, and the vehicle's current longitudinal force. The determination module 502 is used to determine the current feedforward vertical force of the vehicle based on the pitch center height, the wheelbase center of gravity distance, the vehicle center of gravity height, and the current longitudinal force; The determining module 502 is used to determine the feedforward damping adjustment amount based on the feedforward vertical force and the preset pitch angle threshold. The adjustment module 503 is used to adjust the damping of the vehicle's suspension damper based on the feedforward damping adjustment amount.

[0076] Optionally, the pitch center height includes: the front axle pitch center height and the rear axle pitch center height; The wheelbase centroid distance includes: the front wheelbase centroid distance and the rear wheelbase centroid distance; The current longitudinal force includes: the rear axle longitudinal force generated by the rear axle drive and the front axle longitudinal force generated by the front axle drive.

[0077] Optionally, the determining module 502 is specifically used for: The unexpected pitch moment is determined based on the front axle pitch center height, the rear axle pitch center height, the vehicle center of gravity height, the rear axle longitudinal force, and the front axle longitudinal force. The feedforward vertical force is determined based on the unexpected pitch moment, the distance between the front axle and the center of gravity, and the distance between the rear axle and the center of gravity. The feedforward vertical force includes the front axle vertical force and the rear axle vertical force.

[0078] Optionally, the determining module 502 is specifically used for: The motion trajectories of the front axle wheel center and the rear axle wheel center of the vehicle are obtained, and these trajectories are measured through suspension bench tests. Based on the circle equation, the motion trajectories of the front axle wheel center and the rear axle wheel center are fitted to obtain the front axle circle center parameters and the rear axle circle center parameters. Multiply the front axle center parameter by a preset value to obtain the front axle tilt center height in the tilt center height. Multiply the rear axle center parameter by the preset value to obtain the rear axle pitch center height in the pitch center height.

[0079] Optionally, the determining module 502 is specifically used for: The difference between the vehicle's center of gravity height and the front axle roll center height is taken as the current effective lever arm of the front axle; The difference between the vehicle's center of gravity height and the rear axle tilt center height is taken as the current effective lever arm of the rear axle; The unexpected pitch moment is determined based on the current front axle effective lever arm, the current rear axle effective lever arm, the rear axle longitudinal force, and the front axle longitudinal force.

[0080] Optionally, the determining module 502 is specifically used for: The product of the current effective lever arm of the front axle and the longitudinal force of the front axle is used as the first parameter; The product of the current effective lever arm of the rear axle and the longitudinal force of the rear axle is used as the second parameter; The sum of the first parameter and the second parameter is taken as the unexpected pitching moment.

[0081] Optionally, the determining module 502 is specifically used for: The sum of the distance between the center of gravity of the front axle and the distance between the center of gravity of the rear axle is used as the third parameter; Divide the unexpected pitch moment by the third parameter to obtain the front axle vertical force in the feedforward vertical force; By reversing the front axle vertical force, the rear axle vertical force in the feedforward vertical force is obtained.

[0082] Optionally, the determining module 502 is specifically used for: Divide the front axle vertical force in the feedforward vertical force by the preset pitch angle threshold to obtain the fourth parameter; The product of the fourth parameter and the preset adjustment coefficient is used as the front axle damping adjustment amount in the feedforward damping adjustment amount; Invert the front axle damping adjustment amount to obtain the rear axle damping adjustment amount in the feedforward damping adjustment amount.

[0083] Optionally, the adjustment module 503 is specifically used for: The sum of the feedforward damping adjustment and the reference damping adjustment is taken as the target damping control value, and the damping of the vehicle's suspension damper is adjusted based on the target damping control value.

[0084] Figure 6 This is a structural block diagram of an electronic device 600 provided in an embodiment of this application. (See diagram below.) Figure 6 As shown, the electronic device may include: a processor 601 and a memory 602.

[0085] Optionally, a bus 603 may also be included, wherein the memory 602 is used to store machine-readable instructions executable by the processor 601. When the electronic device 600 is running, the processor 601 and the memory 602 communicate via the bus 603, and the processor 601 executes the machine-readable instructions to perform the method steps in the above method embodiments.

[0086] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the method steps described in the above-described vehicle body compensation control method embodiments.

[0087] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems and devices described above can be referred to the corresponding processes in the method embodiments, and will not be repeated here. In the several embodiments provided in this application, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed mutual coupling or direct coupling or communication connection can be through some communication interfaces; the indirect coupling or communication connection of devices or modules can be electrical, mechanical, or other forms.

[0088] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. If the functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes: USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, optical disks, and other media capable of storing program code.

[0089] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A vehicle body compensation control method, characterized in that, The method includes: Obtain the vehicle's pitch center height, wheelbase-to-center distance, vehicle center of gravity height, and current longitudinal force. The current feedforward vertical force of the vehicle is determined based on the pitch center height, the wheelbase-to-center distance, the vehicle center-to-center height, and the current longitudinal force. The feedforward damping adjustment amount is determined based on the feedforward vertical force and the preset pitch angle threshold. The damping of the vehicle's suspension damper is adjusted based on the feedforward damping adjustment amount.

2. The vehicle body compensation control method according to claim 1, characterized in that, The pitch center height includes: the front axle pitch center height and the rear axle pitch center height; The wheelbase centroid distance includes: the front wheelbase centroid distance and the rear wheelbase centroid distance; The current longitudinal force includes: the rear axle longitudinal force generated by the rear axle drive and the front axle longitudinal force generated by the front axle drive.

3. The vehicle body compensation control method according to claim 2, characterized in that, The step of determining the current feedforward vertical force of the vehicle based on the pitch center height, the wheelbase-to-center distance, the vehicle center-to-center height, and the current longitudinal force includes: The unexpected pitch moment is determined based on the front axle pitch center height, the rear axle pitch center height, the vehicle center of gravity height, the rear axle longitudinal force, and the front axle longitudinal force. The feedforward vertical force is determined based on the unexpected pitch moment, the distance between the front axle and the center of gravity, and the distance between the rear axle and the center of gravity. The feedforward vertical force includes the front axle vertical force and the rear axle vertical force.

4. The vehicle body compensation control method according to claim 1, characterized in that, The process of determining the pitch center height of the vehicle includes: The motion trajectories of the front axle wheel center and the rear axle wheel center of the vehicle are obtained, and these trajectories are measured through suspension bench tests. Based on the circle equation, the motion trajectories of the front axle wheel center and the rear axle wheel center are fitted to obtain the front axle circle center parameters and the rear axle circle center parameters. Multiply the front axle center parameter by a preset value to obtain the front axle tilt center height in the tilt center height. Multiply the rear axle center parameter by the preset value to obtain the rear axle pitch center height in the pitch center height.

5. The vehicle body compensation control method according to claim 3, characterized in that, The step of determining the unexpected pitch moment based on the front axle roll center height, the rear axle roll center height, the vehicle center of gravity height, the rear axle longitudinal force, and the front axle longitudinal force includes: The difference between the vehicle's center of gravity height and the front axle roll center height is taken as the current effective lever arm of the front axle; The difference between the vehicle's center of gravity height and the rear axle tilt center height is taken as the current effective lever arm of the rear axle; The unexpected pitch moment is determined based on the current front axle effective lever arm, the current rear axle effective lever arm, the rear axle longitudinal force, and the front axle longitudinal force.

6. The vehicle body compensation control method according to claim 5, characterized in that, The step of determining the unexpected pitch moment based on the current front axle effective lever arm, the current rear axle effective lever arm, the rear axle longitudinal force, and the front axle longitudinal force includes: The product of the current effective lever arm of the front axle and the longitudinal force of the front axle is used as the first parameter; The product of the current effective lever arm of the rear axle and the longitudinal force of the rear axle is used as the second parameter; The sum of the first parameter and the second parameter is taken as the unexpected pitching moment.

7. The vehicle body compensation control method according to claim 3, characterized in that, The step of determining the feedforward vertical force based on the unexpected pitch moment, the distance between the front axle and the center of gravity, and the distance between the rear axle and the center of gravity includes: The sum of the distance between the center of gravity of the front axle and the distance between the center of gravity of the rear axle is used as the third parameter; Divide the unexpected pitch moment by the third parameter to obtain the front axle vertical force in the feedforward vertical force; By reversing the front axle vertical force, the rear axle vertical force in the feedforward vertical force is obtained.

8. The vehicle body compensation control method according to claim 3, characterized in that, The step of determining the feedforward damping adjustment amount based on the feedforward vertical force and the preset pitch angle threshold includes: Divide the front axle vertical force in the feedforward vertical force by the preset pitch angle threshold to obtain the fourth parameter; The product of the fourth parameter and the preset adjustment coefficient is used as the front axle damping adjustment amount in the feedforward damping adjustment amount; Invert the front axle damping adjustment amount to obtain the rear axle damping adjustment amount in the feedforward damping adjustment amount.

9. The vehicle body compensation control method according to claim 1, characterized in that, The adjustment of the vehicle's suspension damper based on the feedforward damping adjustment amount includes: The sum of the feedforward damping adjustment and the reference damping adjustment is taken as the target damping control value, and the damping of the vehicle's suspension damper is adjusted based on the target damping control value.

10. An electronic device, characterized in that, It includes a memory and a processor, the memory storing a computer program executable by the processor, and the processor executing the computer program to implement the steps of the vehicle body compensation control method according to any one of claims 1-9.

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